JP4946694B2 - Control device for permanent magnet generator - Google Patents

Description

  The present invention relates to a control device for a permanent magnet generator suitable for use in a starter generator for automobiles.

  In recent years, in automobiles, for example, many devices that operate using electric power such as electric power steering, navigation system, audio, and IT equipment have been installed. The power consumption of automobiles is also increasing. For this reason, it has become difficult for conventional automobile generators to generate electric power corresponding to this increasing power consumption, and there is a demand for the development of an automobile generator that can generate larger generated electric power. Yes.

  As a generator, a permanent magnet generator using a permanent magnet as a rotor has been widely known. Since this permanent magnet generator uses a permanent magnet for the rotor, the structure is simple and a large amount of generated power can be obtained. For this reason, it is conceivable to apply this to an automobile generator to solve the shortage of generated power. However, in the permanent magnet generator, when the rotation of the drive source such as the engine fluctuates, the rotation speed of the rotor of the generator changes and the generated voltage of the generator changes. It is impossible.

  In automobile generators, the voltage is set to 12V or 24V. However, in automobile engines, the number of revolutions varies from several hundreds of revolutions (rpm) to several thousand revolutions (rpm). The generated voltage set at 12V at (rpm) exceeds, for example, 100V at several thousand revolutions (rpm) and cannot be used for 12V compatible electrical equipment. For this reason, in order to apply the permanent magnet generator to the generator for automobiles, it is necessary to make the generated voltage substantially constant despite the engine speed constantly fluctuating.

Therefore, Patent Document 1 proposes a permanent magnet generator that has high power generation efficiency and is small in size so that the apparatus cost can be suppressed.
In this permanent magnet generator, a permanent magnet member is disposed on a rotor, and windings are wound around comb portions of a stator that covers the N pole and S pole of the permanent magnet, respectively. A plurality of coils composed of U, V, and W phases are disposed on the stator while winding the wires in opposite directions to dispose a magnetic flux control rod that rotates relative to the stator between the stator and the rotor that varies in rotation. Two types of coil groups, in which these coils are connected in parallel, are configured as a normal coil and a low-speed coil, and the normal coil and the low-speed coil are connected in series via a switch. In response to the high speed and the high speed, the switch is turned on and off to control to obtain a predetermined power generation voltage, and the magnetic flux control rod is rotated with respect to the stator. The It controls a gap amount between the over data, thereby controlling so as to obtain a predetermined constant generated voltage is.

Here, in the permanent magnet generator as described above, a method for obtaining a constant generated voltage will be briefly described with reference to FIG.
The permanent magnet generator includes a coil having a winding number N1 (hereinafter referred to as N1 turn) wound around the stator comb portion, and a magnetic flux control rod that can be rotated with respect to the stator and can control the magnetic flux flowing to the comb portion by this movement. And are provided.

  Further, the permanent magnet generator has a characteristic that the generated voltage increases linearly in proportion to the rotor rotational speed when the saddle position is fixed. Therefore, until the generated voltage reaches the specified voltage (14V) (until the rotor speed reaches the predetermined speed r01), the magnetic flux control rod is placed at the position where the magnetic flux flowing to the comb portion is maximized, and the coil field To generate power (see arrow F1 in FIG. 11). Here, the line a is the power generation characteristic at the position of the magnetic flux control rod where the magnetic flux control rod does not block the magnetic flux and the magnetic flux flowing to the comb portion is maximum.

  When the generated voltage reaches the specified voltage, the power generation amount becomes excessive in this state, so that the magnetic flux flowing to the comb portion is decreased while moving the magnetic flux control rod in accordance with the increase in the rotational speed of the rotor. Thus, the generated voltage is controlled so as to maintain the specified voltage even if the rotational speed of the rotor changes (see arrow F2 in FIG. 11). Here, the line b is a power generation characteristic at the limit magnetic flux control rod position that minimizes the magnetic flux flowing to the comb portion by the magnetic flux control rod, and the magnetic flux control rod is rotated between such characteristic lines a to b. Thus, by controlling the saddle position, the generated voltage can be kept constant between the rotor rotational speeds r01 to r02.

  In the region where the rotation speed is r02 or more, the coil is switched to the N2 turn coil having a smaller number of turns than the N1 turn, and the same saddle position control as described above is performed (or the weak field wound up in the direction opposite to the N1 turn). A constant voltage is generated by energizing the magnetic winding and applying a field weakening to weaken the N1 turn field to control the saddle position. In the case of FIG. 11, when the rotational speed is r02 or r02 ′ or higher, the N2 turn is switched to perform magnetic flux control so that the generated voltage becomes constant (see lines c to d and arrow F3), and the engine rotational speed is further increased. When the rotation speed increases and reaches a rotational speed at which constant voltage control cannot be performed in this N2 turn, then the field-weakening coil wound in the opposite direction to the N2 turn is energized to perform magnetic flux control.

  By the way, such switching of the number of coil turns and phase control of the magnetic flux control rod are mainly obtained by using a map having the engine speed (rotor speed) as a parameter. In addition, this map is calibrated in advance so that the target voltage is obtained when the battery is a certain battery SOC (remaining capacity). Therefore, in the actual power generation control, it is necessary to detect the current battery SOC and generate power according to the fluctuation of the battery SOC (for example, when the battery SOC is low, the power generation voltage is set large). .

  On the other hand, by disposing such a generator between the engine and the transmission, a so-called ISA (Integrated Starter and Alternator) system can be constructed. Here, the ISA system is an idling stop start function (abbreviated as an idle stop function) that uses the generator as a starter when the vehicle stops, and a deceleration energy regeneration that regenerates kinetic energy into electrical energy when the vehicle decelerates. It is a system having three functions: a function and a power assist function that assists the engine driving force by driving the generator as a motor. By such an ISA system, a significant fuel efficiency improvement effect can be obtained.

In such an ISA system, if the idle stop or power assist is performed in a state where the remaining capacity (SOC) of the battery is lowered, an adverse effect such as a rapid deterioration of the battery is caused. It is important to correctly detect the remaining capacity (SOC) of the battery.
Therefore, as a conventional method for detecting the battery SOC, a method for integrating the current during charging and discharging from the battery and estimating the battery SOC based on the current balance (for example, see Patent Document 2), A technique for detecting and estimating the battery SOC from the battery voltage (see, for example, Patent Document 3) is widely known.
JP 2005-184948 A JP 2006-149070 A JP 2006-256690 A

However, the above-described conventional battery SOC estimation methods (Patent Documents 2 and 3) have a problem that errors are large and accuracy is low. Further, if a means for detecting the battery SOC is newly provided, the cost increases accordingly.
In addition, as described above, in the power generation control, the open loop control for obtaining the number of coil turns and the control soot phase from the map using the engine speed as a parameter is applied, but this map value is obtained when a certain battery SOC is set. Since the value is calibrated to the target voltage, if the battery SOC fluctuates, the generated voltage deviates from the target voltage value, and the accuracy of the power generation control decreases.

Moreover, when such a generator is applied to an ISA system, there is a problem that battery deterioration is accelerated if the idle stop start is repeatedly executed with the battery SOC lowered.
The present invention was devised in view of such problems, and provides a controller for a permanent magnet generator that can detect or estimate the SOC of a battery with high accuracy without incurring an increase in cost. Objective.

  For this reason, the control device for a permanent magnet generator according to the present invention includes a permanent magnet generator that is connected to an engine of a vehicle and generates electric power by the driving force of the engine, and a power generation amount adjustment that increases or decreases the power generation amount of the generator. A basic control amount setting for setting a basic control amount for the power generation amount adjusting means on the basis of the engine speed detecting means for detecting the engine speed and the engine speed detected by the engine speed detecting means A correction amount for the power generation amount adjusting means based on a difference between the actual power generation voltage of the generator and the target power generation voltage of the generator. Correction amount setting means to be obtained; control means for controlling the operation of the power generation amount adjusting means based on the basic control amount set by the basic control amount setting means and the correction amount set by the correction amount setting means; and It is characterized by having a battery remaining capacity estimating means for estimating the remaining capacity of the battery based on the correction amount set by the positive quantity setting means (claim 1).

Preferably, the control means determines whether or not the idle stop control of the vehicle is possible based on the remaining capacity of the battery determined by the remaining battery capacity determining means (claim 2).
Further, it is preferable that the control means sets the target generated voltage based on the remaining capacity of the battery determined by the remaining battery capacity determining means (claim 3).

Preferably, the remaining capacity determining means estimates the remaining capacity of the battery based on a value obtained by averaging the correction amount at regular intervals.
The basic control amount setting means includes an electric load detection means for detecting an electric load of the vehicle, and the basic control amount setting means is based on the electric load detected by the electric load detection means in addition to the engine speed. Is preferably set (Claim 5).
A rotor connected to the output shaft of the engine and provided with a permanent magnet; a stator fixed to a housing on the outer peripheral side of the rotor and provided with a winding; and the stator and the rotor And a magnetic flux control rod for controlling the magnetic flux flowing from the permanent magnet to the stator by moving relative to the stator, and the control means includes the electric load of the vehicle and the engine speed It is preferable that a heel position setting means for setting the heel position based on the above is provided (claim 6).

  In addition, as the windings, a plurality of windings having different winding numbers and / or winding directions are prepared, and the control means optimizes the plurality of windings based on the electric load and the engine speed. Preferably, a winding setting means for selecting a winding is provided.

  According to the control device for the permanent magnet generator of the present invention, the basic control amount for the power generation amount adjusting means is set based on the engine speed, and based on the difference between the actual power generation voltage of the generator and the target power generation voltage. By obtaining a correction amount for the power generation amount adjusting means and controlling the operation of the power generation amount adjusting means based on the basic control amount and the correction amount, the operation of the generator can be controlled with high accuracy. In addition, since the correction amount and the remaining capacity (SOC) of the battery have a strong correlation, by estimating the battery SOC using this, the SOC of the battery is estimated with high accuracy without causing an increase in cost. (Claim 1).

In addition, since it is determined whether or not the idle stop control of the vehicle is possible based on the remaining capacity of the battery, it is possible to suppress the deterioration of the battery.
Moreover, since the target generated voltage is set based on the remaining capacity of the battery, it is possible to set a highly accurate generated voltage suitable for the state of the battery.
In addition, since the correction amount is averaged at fixed time intervals, there is an advantage that fluctuations in the correction amount due to a temporary increase in the engine speed and fluctuations in the correction amount due to noise or the like can be suppressed.

  Moreover, highly accurate power generation control can be performed by setting the basic control amount based on the electric load and the engine speed. That is, when the electric load is not taken into account, there is a possibility that an actual power generation voltage may be hunted due to overshoot or undershoot with respect to the target voltage due to fluctuations in the load of the electric equipment. Since the target phase of the magnetic flux control rod is set based on the electric load in addition to the number, the hunting of the generated voltage can be suppressed even if the load fluctuates (Claim 5).

Further, by providing the heel position setting means, the heel position can be easily and quickly set based on the electric load and the engine speed (Claim 6).
Further, by providing the winding setting means, it is possible to easily and quickly set the optimum winding based on the electric load and the engine speed (Claim 7).

  Hereinafter, a permanent magnet generator control device according to an embodiment of the present invention will be described with reference to the drawings. A permanent magnet generator 3 according to the present embodiment includes an automobile engine (hereinafter referred to as an engine for automobiles) as shown in FIG. A starter generator disposed between the transmission 1 connected to the engine 1 and a function as a starting motor of the engine 1, and a generator driven by the engine 1. Combined with the function.

  In addition, the generator 3 provides the vehicle with a so-called ISA (Integrated Starter and Alternator) function. By providing the ISA, for example, when the vehicle speed is substantially 0 and an idle stop condition such as brake on is satisfied, the engine is stopped, and then when an engine restart condition such as brake off or accelerator on is satisfied, the generator 3 As a starter, the engine is restarted.

  As shown in FIGS. 2 (a), 2 (b), 3 (a), and 3 (b), the permanent magnet generator 3 includes a cylinder block and a transmission (here, an automatic transmission) 2 of the engine 1. A housing 31 integrally coupled to the case, a rotor 33 of a rotor rotatably supported by a bearing (not shown) in the housing 31, and arranged to be separated from the outer peripheral side of the rotor 33 and fixed to the housing 31 A stator 35 of the rotor formed between the stator 35 and the rotor 33, and a magnetic flux control rod that controls the magnetic flux that moves relative to the stator 35 and flows from the permanent magnet member 32 to the comb portion 35b of the stator 35. 36 is arranged.

The rotor 33 is connected to the output shaft (crankshaft) 11 of the engine 1 and rotates integrally with the output shaft 11, and a permanent magnet member 32 is provided around the outer peripheral surface of the rotor 33.
The stator 35 includes a stator core 35a and windings (coils) 34 wound around the stator core 35a. The stator core 35a includes a plurality of comb portions 35b arranged and formed to be spaced apart in the circumferential direction, a slot portion 35c formed between the comb portions 35b, and a bridge portion extending in the circumferential direction to connect the adjacent comb portions 35b. 35d, and the winding 34 is disposed in the slot portion 35b.

  As shown in FIGS. 3A and 3B, the magnetic flux control rod 36 is disposed in a gap 33a between the stator 35 and the rotor 33, and is rotatably supported by the housing 31 via a bearing (not shown). The magnetic flux is controlled by rotating relative to the stator 35. The magnetic flux control rod 36 includes a plurality of tooth portions 36 a that are arranged so as to be separated from each other in the circumferential direction and project so as to face the comb portion 35 b of the stator 35.

Then, as shown in FIG. 3A, when the plurality of teeth 36a are in phase with the comb portion 35b of the stator 35, the magnetic flux generated around the stator 35 is maximized, and as shown in FIG. When the phase of the plurality of tooth portions 36a is shifted from the phase of the comb portion 35b of the stator 35, the magnetic flux generated around the stator 35 is reduced according to the amount of deviation.
In order to rotate the magnetic flux control rod 36 with respect to the housing 31, a DC motor (DC motor for magnetic flux control) 37 as an actuator is connected to the magnetic flux control rod 36 via a worm gear 38 as shown in FIG. As shown in FIG. 4, the DC motor 37 is controlled by a controller (starter generator control unit) 40 as a control means. In the present embodiment, the magnetic flux control rod 36, the DC motor 37, and the worm gear 38 constitute the power generation amount adjusting means 6 that increases or decreases the power generation amount of the generator 3.

  Further, as shown in FIG. 4, the winding 34 wound up on the stator core 35a has a first main winding (first main coil, N1 turn) wound up by a first winding number N1 (N1 is 24, for example). 34a), a field weakening sub-winding (subcoil) 34b wound in the opposite direction to the first main coil 34a so as to weaken the field of the first coil 34a, and having a variable effective number of turns. Second main winding (also referred to as second main coil, N2 turn) 34c wound in the same direction as the first main coil by a second number of turns N2 (N2 is, for example, 15) less than the number of turns N1 of 1 Are connected in parallel and connected to the battery 41 via the rectifier 42. In addition, the electric circuit is provided with switches 43a to 43c for selecting and using each coil.

  Further, the first main coil 34a is formed by combining a coil 34a1 and a coil 34a2 in series. When the switch 43a is closed and the switches 43b and 43c are opened, the first main coil 34a is composed of the coil 34a1 and the coil 34a2. When the coil 34a is energized, a large magnetic field corresponding to the number of turns N1 is generated, the switch 43c is closed, and the switches 34a and 43b are opened, the second main coil 34c is energized. Accordingly, a magnetic field weaker than that of the first main coil 34a is generated.

  Further, the coil 34a2 which is a part of the first main coil 34a has a third main winding (the third winding) wound up by a third winding number N3 (N3 is 6 for example) smaller than the second winding number N2. When the switch 43b is closed and the switches 43a and 43c are opened, the third main coil consisting only of the coil 34a2 is energized, and the second main coil is turned on according to the number of turns N3. A magnetic field weaker than that of the coil 34c is generated.

  The subcoil 34b is configured so that the effective number of turns can be variably controlled or the volume can be adjusted. When the volume is minimized, the subcoil 34b is substantially de-energized. Further, a field weakening current flows through the subcoil 34b by the number of turns corresponding to the volume adjustment, and the fields of the first main coil 34a, the second main coil 34c, and the third main coil 34a2 according to the field weakening current. The magnet can be weakened.

  That is, when the first main coil 34a is energized, the subcoil 34b functions as a first field weakening subwinding (first subcoil) that weakens the field of the first main coil 34a, and the second main coil 34c When energized, it functions as a second field weakening sub-winding (second subcoil) that weakens the field of the second main coil 34c. When the third main coil 34a2 is energized, the field of the third main coil 34a2 is reduced. It functions as a third field weakening sub-winding (third subcoil) for weakening. However, in the present embodiment, when the first main coil 34a is energized, the field weakening current is not used, so that it does not function as the first sub-coil. This is due to the setting of the characteristics of the first main coil 34a and the second main coil 34c. In the present embodiment, it is possible to generate a specified voltage without functioning as the first sub-coil. Because.

On the other hand, the specified voltage cannot be generated between the power generation region by the first main coil 34a and the power generation region by the second main coil 34c due to the number of turns of the first and second main coils 34a and 34c. When there is a region, the first subcoil may be used to generate a specified voltage between these two power generation regions.
The controller 40, when generating power by the permanent magnet generator 3, mainly controls the magnetic flux control rod 36 according to the rotor rotational speed (that is, the rotor rotational speed corresponding to the engine rotational speed) r and the generated voltage V. In addition to the control of the rotation phase, the opening / closing control of the switches 43a to 43c and the volume adjustment of the subcoil 34b are performed.

In other words, in principle, the voltage is adjusted so that the generated voltage is constant depending on the rotational phase of the magnetic flux control rod 36, and if the range that can be adjusted by the rod control is exceeded, the number of turns is switched, or the field weakening is caused by the subcoil 34b. By making it act, the voltage is controlled to a constant value.
By the way, when such a generator 3 is mounted on an automobile, the power generation characteristics change due to fluctuations in the electric load of the vehicle (headlight on / off, air conditioner on / off, audio on / off, etc.). May become unstable.

Therefore, in the present embodiment, in addition to the engine speed (rotor speed), the load state of the electric equipment (electric equipment that operates by the electric power generated by the generator 3) mounted on the automobile is also applied as a parameter. The coil 34 is switched or the phase of the magnetic flux control rod 36 is changed using the engine speed and the electric load.
In the present embodiment, specifically, the coil 34 is switched in the following order as the engine speed increases or the electrical load increases.
1. N1 turn 2. N2 turn 3. N2 turn + field weakening4. N3 turn 5. N3 turn + field weakening Here, the selection of the coil 34 and the phase of the magnetic flux control rod 36 are set by maps (see reference numerals 7 and 8 in FIG. 5) provided in the controller 40, respectively. . This will be described in detail later.

  Next, the configuration of the main part of the present apparatus will be described in detail. As shown in FIGS. 4 and 5, the controller 40 has an engine speed sensor (engine speed) for detecting the engine speed (rotor speed). Detection means) 4 and a load sensor (electric load detection means) 5 for detecting a load of the electric device (not shown) are connected. Here, the load sensor 5 is specifically an ECU (for example, an air conditioner ECU) that controls and monitors the operation of each electric device, and the ECU of each electric device and the controller 40 are connected to each other so that they can communicate with each other. Has been. Note that the load sensor 5 is not limited to the above-described one, and may be composed of a current sensor 50 (see FIG. 4) provided in the vehicle and an operation switch of each electric device provided in the instrument panel.

Further, inside the controller 40, as shown in FIG. 5, a winding latent setting map (winding setting means) 7, a saddle position setting map (マ ッ プ position setting means or basic control amount setting means) 8, a correction amount setting A map (correction amount setting means) 9, an SOC determination map (battery remaining capacity estimation means) 10, and an idle stop availability determination means 12 are provided.
Among these, the winding setting map 7 is a means for selecting an optimum winding from the plurality of coils 34 based on the engine speed and the electric load. In this embodiment, the winding setting map 7 is a map as shown in FIG. It is provided as. The saddle position setting means 8 is a means for setting the saddle position based on the engine speed and the electrical load, and is provided as a map as shown in FIG. 6B in this embodiment. Note that, as described above, these maps 7 and 8 are configured as maps for setting the number of coil turns and the saddle position using the engine speed and the electric load as parameters in the present embodiment, but at least based on the engine speed. Thus, it is only necessary to set the number of coil turns and the saddle position, and the electric load need not be set as a parameter. However, if power generation control is performed with higher accuracy, it is preferable to apply the electrical load as a parameter.

  As shown in FIG. 6A, the winding setting map (winding setting means) 7 has a plurality of coils 34 (N1 turn, N2 turn, N2 in this embodiment) using the engine speed and electric load as parameters. (Turn + field weakening, N3 turn and N3 turn + field weakening) is a map for selecting one, and assuming that the electric load is constant, the number of turns increases as the engine speed increases. The characteristic is set such that a small coil (low power generation amount) is selected, and a coil having a larger number of turns (large power generation amount) is selected as the electric load increases assuming that the engine speed is constant. It has the following characteristics.

  This is because, basically, if the number of coil turns is constant, the power generation voltage increases as the engine speed increases. To keep the power generation voltage constant, a coil with a smaller power generation amount is used as the engine speed increases. This is because it is necessary to select. Further, since the required power generation amount increases as the electrical load increases, a coil with a large power generation amount is selected according to the increase in the electrical load.

The winding setting means 7 is not limited to the map as shown in FIG. 6A, and may be any map as long as the number of coil turns is set from the engine speed and the electric load. However, means other than the map may be used.
On the other hand, as shown in FIG. 6B, the eyelid position setting map 8 is stored in the controller 40 as an independent map for each coil, and in the present embodiment, the above-described five coil map M1. ~ M5 is stored. Each map M1 to M5 stores a saddle position (target saddle position) corresponding to the electrical load and the rotational speed. When a map corresponding to the currently set coil is selected from a plurality of maps based on the information from the winding setting means 7 described above, the magnetic flux control is performed based on the electric load and the rotational speed from this map. The target heel position (basic control amount) of the heel 36 is obtained. Needless to say, the target kite position set in each map is a kite position where the generated voltage becomes the target voltage at the engine speed and the electric load at that time.

  By the way, in this saddle position setting map 8, the saddle position is calibrated such that the target voltage Vt is obtained when the battery 41 has a predetermined remaining capacity (SOC) (for example, when SOC = 80%). That is, if the actual battery SOC matches the predetermined SOC when the saddle position setting map 8 is calibrated, the target is obtained by controlling the magnetic flux control rod 36 to the saddle position set in the saddle position setting map 8. The voltage Vt can be obtained.

  However, if the battery SOC changes, the target generated voltage cannot be obtained even if the magnetic flux control rod 36 is controlled to the rod position obtained by the rod position setting map 8. Furthermore, in the present embodiment, the required power generation amount (that is, the target voltage) is also changed according to the SOC of the battery 41. Therefore, when the battery SOC changes only by the open loop control as described above, The difference between the generated voltage and the target voltage becomes larger.

  Here, the setting of the required power generation amount (that is, the target voltage) according to the SOC of the battery 41 will be briefly described. The controller 40 receives the target power generation voltage Vt of the generator 2 based on the battery SOC and the engine operating state. Target power generation voltage setting means (not shown) for setting is provided, and in this target power generation voltage setting means, the target voltage is set according to the flowchart shown in FIG. 8, for example.

  That is, first, in step S101, it is determined whether or not the SOC is equal to or greater than a predetermined value (80%). If the SOC is equal to or greater than the predetermined value (80%), the target voltage is set based on the engine operating state in steps S102 to S106. It is supposed to be set. The SOC of the battery 41 can be obtained from an SOC determination map described later. If the engine 1 is accelerating, the target voltage Vt is set to Vt1 (for example, 12V) (steps S102 and S104). If the engine 1 is in a steady operation state, the target voltage Vt is set to Vt2 (> Vt1, for example, 13 .6V) (steps S103 and S106). Furthermore, if the engine 1 is in a decelerating operation state, the target voltage is set to Vt3 (> Vt2, for example, 14V) (steps S102, S103, and S105).

If the SOC is less than a predetermined value (80%), the target voltage is set in steps S107 to S111. In this case, if the engine operating state is the same, the target voltage is set to a higher voltage than when the SOC is equal to or greater than a predetermined value. For example, if the SOC is less than a predetermined value and the engine 1 is accelerating, the target voltage Vt is set to Vt1 ′ (>Vt1; for example, 13.6 V) (steps S107 and S109). The voltage Vt is set to Vt2 ′ (> Vt2, and> Vt1 ′; for example, 14V) (steps S108 and S111). Further, if the engine 1 is in a decelerating operation state, the target voltage is set to Vt3 ′ (> Vt3, and > Vt2 '; for example, 14.4V). Each target voltage only needs to satisfy at least the following relationship.
Vt1>Vt2> Vt3
Vt1 '>Vt2'> Vt3 '
Vt1 '> Vt1
Vt2 '> Vt2
Vt3> Vt3 ′
This is because, in a situation where the SOC is decreasing, the SOC reduction cannot be compensated for unless the engine is controlled to generate extra power even at the same engine speed and load, and the same SOC decreases. This is because, even in a situation where the vehicle is decelerating, the engine speed is also reduced, so that the target voltage must be set to a value larger than the target voltage during acceleration and steady operation.

As will be described in detail later, in this apparatus, the battery SOC is newly estimated using the target power generation voltage as a parameter. When the next target power generation voltage is set, the battery SOC obtained this time is determined. It has come to be used. As a result, the battery SOC is sequentially updated.
On the other hand, as described above, in the saddle position setting map 8, since the saddle position is set such that the target voltage Vt is reached when the battery 41 has a predetermined SOC (80% in this case), the target voltage is equal to the SOC. If the fluctuation occurs with the fluctuation, a divergence occurs between the target voltage Vt and the actual generated voltage Vr.

For this reason, in this apparatus, a correction amount setting map for obtaining a correction amount for the target rod position (basic control amount) of the magnetic flux control rod 36 based on the difference ΔV between the actual generated voltage Vr of the generator 2 and the target generated voltage Vt ( Correction amount setting means) 9 is provided.
Here, the correction amount setting map 9 is a map in which the correction amount for eliminating the voltage difference ΔV is stored in advance by calibration using the voltage difference ΔV as a parameter, and the generated voltage of the generator 2 is determined based on this map. Feedback correction is made. Therefore, the correction amount setting map 9 can also be called a voltage feedback correction unit. In this correction amount setting map 9, a correction phase (angle) with respect to the target rod position (basic control amount) of the magnetic flux control rod 36 set in the rod position setting map 8 is output.

Then, the final wrinkle position is set by adding the correction amount set in the correction amount setting map 9 to the wrinkle position set in the wrinkle position setting map 8.
When the number of turns of the coil 34 and the phase of the magnetic flux control rod 36 are set in this way, an operation control signal is output from the controller 40 to the coil 34 and the actuator (motor) 37. Then, the number of turns of the coil 34 is switched, and the actuator 37 is operated to change the phase of the magnetic flux control rod 36 via the worm gear 38.

Incidentally, as shown in FIG. 5, an SOC determination map 10 is provided in the controller 40 for obtaining the remaining battery capacity (SOC) using the feedback correction amount for the magnetic flux control rod as a parameter.
This SOC determination map 10 uses the characteristic that the feedback correction amount changes depending on the battery SOC. In the case of this embodiment, the SOC position setting map 8 is based on SOC = 80% as described above. Therefore, as shown in FIG. 7, when the feedback correction amount is 0, the map is provided so that the battery SOC is 80%.

In this embodiment, the feedback correction amount is given as a phase (angle) with respect to the magnetic flux control rod 36, and as the feedback correction amount increases, the correction amount (correction phase) is set on the side that suppresses the generated voltage. On the contrary, the correction amount (correction phase) is set on the side that increases the generated voltage as the value decreases.
Therefore, as shown in FIG. 7, the SOC determination map 10 is set to a characteristic map that determines that the current battery SOC is larger as the feedback correction amount is larger (the power generation amount is smaller). The SOC determination map 10 is also obtained in advance by calibration through experiments or the like.

In the SOC determination map 10, a feedback correction amount is input every predetermined control cycle (for example, 50 msec). In the present embodiment, the SOC is not estimated sequentially for each predetermined control cycle, but is constant. The feedback correction amount is averaged every time (for example, every 10 sec), and the battery SOC is estimated using the average value.
This is because when the feedback correction amount fluctuates temporarily due to noise or the like, the estimated value of the battery SOC hunts, and in order to prevent such hunting, the battery is calculated using the average value of the feedback correction amount for a certain period of time. The SOC is estimated.

  Further, correction of temperature (air temperature), atmospheric pressure, and the like is performed on the average value of such feedback correction amount. That is, even if the feedback correction amount is the same value, an error occurs with respect to the actual SOC due to the influence of the temperature and atmospheric pressure. For this reason, in the present embodiment, a temperature correction coefficient is obtained using temperature as a parameter using a map (not shown), and an air pressure correction coefficient is obtained using atmospheric pressure as a parameter. The average value of the feedback correction amount is multiplied by each correction coefficient. The battery SOC is obtained from a map as shown in FIG. 7 using the result as a final parameter.

  Further, the battery SOC estimated by the SOC determination map 10 is output to the idle stop control availability determination means 12 provided in the controller 40, and whether or not the idle stop control is possible is determined based on the battery SOC. Yes. The idle stop control availability determination means 12 prohibits the idle stop control when, for example, the battery SOC falls below a predetermined threshold (for example, 40%).

This is because if the idle stop control is performed such that the engine is frequently restarted in a state where the battery SOC is lowered, the battery may run out and the battery may be deteriorated earlier.
Further, as described above, in the present embodiment, when the battery SOC decreases, the required power generation amount also changes to compensate for this, and the target power generation is based on the battery SOC estimated by the SOC determination map 10. The voltage is set. In other words, when the battery SOC is estimated by the SOC determination map 10, the battery SOC is input to a target power generation voltage setting unit (not shown), and the target power generation voltage setting unit performs the target power generation voltage based on the flowchart shown in FIG. Is set.

Since the control device for a permanent magnet generator according to one embodiment of the present invention is configured as described above, its operation will be described below with reference to the flowchart of FIG.
First, in step S1, the number of turns of the coil 34 is determined using the winding setting map 7 from the engine speed and the electric load. Next, the process proceeds to step S2, and a map corresponding to the coil having the number of turns set in step S1 is selected from a plurality of maps M1 to M5 stored in the saddle position setting map 8, and the engine speed and electric load are selected. The target position (basic control amount) of the magnetic flux control rod 36 is set from the map selected based on the above.

  Next, proceeding to step S3, the feedback correction amount for the target rod position is set based on the voltage difference between the actual generated voltage and the target generated voltage. Further, in step S4, an average value of the feedback correction amount is calculated at regular time intervals, and in step S5, the feedback correction amount average value calculated in step S4 is corrected according to temperature, atmospheric pressure, and the like. .

In step S6, the target correction position is corrected by adding the feedback correction amount calculated in step S5 to the target control position (basic control amount) of the magnetic flux control control 36 set in step S2. The phase of 36 is controlled toward the corrected target position. At the same time, the number of turns of the coil is switched.
In step S7, the SOC of the battery 41 is estimated based on the feedback correction amount. This utilizes the characteristic that the feedback correction amount increases as the battery SOC decreases.

  In step S8, whether or not the idle stop control is possible is determined based on the estimated battery SOC. For example, when the battery SOC is equal to or lower than a predetermined threshold, the idle stop control is prohibited. Therefore, in this case, the idle state is maintained without stopping the engine even if a predetermined idle stop condition is satisfied. When the battery SOC is estimated, the target generated voltage is updated according to the flowchart described with reference to FIG. 8 in addition to the determination of whether or not the idle stop control is possible.

FIG. 10 is a time chart for explaining the operation and effect of this device, where (a) is the number of coil turns, (b) is the position of the magnetic flux control rod, (c) is the generated voltage, and (d) is the engine speed ( = Rotor speed). In (c) and (d), the solid line indicates the corrected position and voltage value, and the broken line indicates the corrected position and voltage value.
As shown in FIG. 10 (d), when the engine 1 is in a relatively low speed region and in a steady operation state, when the engine speed rapidly increases at t = t1, as shown in (a), The number of turns of the coil 34 is switched to the coil on the side where power generation is reduced, and the phase of the magnetic flux control rod 36 varies according to the engine speed, as shown in FIG. In addition, as shown in (a) and (b), the number of coil turns and the saddle phase also fluctuate as the engine speed changes thereafter.

Here, in the state where the SOC of the battery 41 is lowered, unless the magnetic flux control rod 36 is corrected, the difference between the target generated voltage and the actual generated voltage (see line S) is large as shown in (c). As a result, power will be insufficient.
On the other hand, as in this device, by adding the feedback correction amount so that the difference between the actual power generation voltage and the target power generation voltage is eliminated, the heel position is corrected from line P to line Q as shown in (b). Thus, the generated voltage can be brought close to the target voltage as shown in (c) (see line R). Note that the shaded portion shown in (b) corresponds to the feedback correction amount.

Then, based on the feedback correction amount at this time, the battery SOC is estimated from the map shown in FIG. 7. Based on the estimated SOC, whether or not the idle stop control is possible is determined, and the target power generation voltage is newly set. Is done.
As described above in detail, according to the control device for a permanent magnet generator according to an embodiment of the present invention, the target rod position (basic) with respect to the magnetic flux control rod 36 (power generation amount adjusting means) based on at least the engine speed. Control amount), a feedback correction amount for the target kite position is obtained based on the difference between the actual power generation voltage of the generator and the target power generation voltage, and the magnetic flux control rod 36 (and actuator 37) is added by taking the feedback correction amount into consideration. ), The operation of the generator can be controlled with high accuracy. Further, since the feedback correction amount and the remaining capacity (SOC) of the battery 41 have a strong correlation, the battery SOC can be estimated with high accuracy without causing an increase in cost by using this to estimate the battery SOC. There is a unique advantage that it can be estimated.

  In addition, since it is determined whether or not the vehicle idling stop control is possible based on the SOC of the battery 41, it is possible to avoid a situation where the restart after the idling stop cannot be performed due to the decrease in the SOC of the battery 41. High idle stop control can be realized. Further, if the idle stop control is continued in a state where the SOC is lowered, the battery may be deteriorated. However, such battery deterioration can be suppressed. Further, since the target generated voltage is updated based on the remaining capacity of the battery, a highly accurate generated voltage suitable for the state of the battery 41 can be set.

Further, in the SOC determination map 10 (battery remaining capacity estimating means), the feedback correction amount is averaged every predetermined time to correct the saddle position, so that the correction amount variation due to a temporary increase in engine speed, noise, etc. The fluctuation of the correction amount due to can be suppressed.
Further, since the target saddle position (basic control amount) is set using an electric load in addition to the engine speed, highly accurate power generation control can be performed. In other words, when electric load is not taken into account, overshoot and undershoot with respect to the target voltage may occur due to fluctuations in the load of the electric equipment, and the actual generated voltage may hunt. By setting the target phase of the magnetic flux control rod based on this, it is possible to suppress hunting of the generated voltage even if a load change occurs.

Further, by providing the heel position setting means (the heel position setting map) 8, the heel position can be easily and quickly set based on the electric load and the engine speed. Further, by providing the winding setting means (winding setting map) 7, the optimum winding can be easily and quickly set based on the electric load and the engine speed.
Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention. For example, in the above-described embodiment, when the battery SOC is estimated by the SOC determination map 10, the battery SOC is fed back to the target power generation voltage setting means, and the target power generation voltage is based on the battery SOC updated by the feedback and the operating state. However, instead of this, the battery SOC when setting the target generated voltage may be fixed to a predetermined value (for example, 80%) without feedback. In this case, the difference between the target power generation voltage and the actual power generation voltage is large, but even in such a case, the actual SOC can be determined based on the deviation of this voltage. Therefore, if it is only intended to obtain the battery SOC, the obtained battery SOC does not need to be fed back to the target generated voltage setting means.

In the above-described embodiment, the actual engine speed is used as a parameter in the winding setting means 7 and the saddle position setting 8, but instead of using the predicted engine speed that predicts the future engine speed. Also good.
In this case, it is preferable to control the operation of the generator 3 by feedforward control using the predicted engine speed. Further, by using the predicted engine speed, it is possible to further suppress overshoot and undershoot of voltage control due to a response delay of the saddle position control. Further, as a method for predicting the engine speed, a sequential least square method (first prediction method) is used during steady operation of the engine 1, and a torque balance model of a torque converter of the transmission 2 during transient operation of the engine 1. It is preferable to predict the engine speed using the (second prediction method).

In the above description, the target power generation voltage is configured to change according to the battery SOC and the engine operating state. However, the target power generation voltage may be constant or simply changed according to the engine operating state. May be. In the battery remaining capacity estimating means, the feedback correction amount is averaged every fixed time, but an instantaneous value may be used.
The detailed configuration of the generator 2 is not limited to that of the present embodiment and can be variously changed.

It is a side view showing an engine for vehicles equipped with a permanent magnet type generator to which the present invention is applied. It is a figure which shows the structure of the permanent magnet type generator to which this invention is applied, (a) is the cross-sectional view (cross-sectional view orthogonal to a rotor rotating shaft), (b) is the longitudinal cross-sectional view (rotor rotating shaft) FIG. It is an expanded cross-sectional view which shows the magnetic flux control rod of the permanent magnet type generator to which this invention is applied, (a) shows the state in which the magnetic flux control rod is in the position which makes magnetic flux the maximum, (b) is magnetic flux control. It is a figure which shows the state which exists in the position where a heel reduces magnetic flux. 1 is an overall control block diagram of a permanent magnet generator according to an embodiment of the present invention. It is a control block diagram which paid its attention to the principal part structure of the permanent magnet type generator which concerns on one Embodiment of this invention. It is a figure for demonstrating the principal part of the control apparatus of the permanent magnet type generator which concerns on one Embodiment of this invention, Comprising: (a) is a figure which shows an example of a winding setting map, (b) is a saddle position setting It is a figure which shows an example of a map. It is a figure explaining the battery remaining capacity estimation means of the permanent magnet type generator which concerns on one Embodiment of this invention. It is a flowchart for setting the target generated voltage of the permanent magnet type generator which concerns on one Embodiment of this invention. It is a flowchart explaining the effect | action of the permanent magnet type generator which concerns on one Embodiment of this invention. It is a time chart explaining the effect | action of the permanent magnet type generator which concerns on one Embodiment of this invention. It is a figure explaining the control apparatus of the conventional permanent magnet type generator.

Explanation of symbols

1 Automotive engine 2 Transmission 3 Motor generator (permanent magnet generator)
4 Engine speed sensor (Engine speed detection means)
5 Load sensor (electric load detection means)
6 Power generation amount adjustment means 7 Winding setting map (winding setting means)
8 籠 position setting map (籠 position setting means)
9 Correction amount setting map (correction amount setting means)
10 SOC determination map (battery remaining capacity estimation means)
11 Output shaft (crankshaft)
12 Idle stop control availability determination means 31 Housing 32 Permanent magnet member 33 Rotor 33a Clearance 34 Winding (coil)
35 Stator 35a Stator core 35b Comb portion 35c Slot portion 35d Bridge portion 36 Magnetic flux control rod 36a Tooth portion 37 DC motor (actuator)
38 Worm gear 40 Controller or starter generator control unit (control means)
41 Battery 42 Rectifier 43 Switch

Claims (7)

A permanent magnet generator that is connected to the engine of the vehicle and generates electric power by the driving force of the engine;
Power generation amount adjusting means for increasing or decreasing the power generation amount of the generator;
Engine speed detecting means for detecting the engine speed;
Basic control amount setting means for setting a basic control amount for the power generation amount adjusting means based on the engine speed detected by the engine speed detecting means;
Target power generation voltage setting means for setting a target power generation voltage of the generator;
Correction amount setting means for obtaining a correction amount for the power generation amount adjusting means based on the difference between the actual power generation voltage of the generator and the target power generation voltage of the generator;
Control means for controlling the operation of the power generation amount adjusting means based on the basic control amount set by the basic control amount setting means and the correction amount set by the correction amount setting means;
A control device for a permanent magnet generator, comprising: battery remaining capacity estimating means for estimating the remaining capacity of the battery based on the correction amount set by the correction amount setting means. 2. The permanent magnet generator according to claim 1, wherein the control means determines whether or not idle stop control of the vehicle is possible based on the remaining capacity of the battery determined by the battery remaining capacity determination means. Control device. The control device for a permanent magnet generator according to claim 1 or 2, wherein the control means sets the target generated voltage based on the remaining capacity of the battery determined by the remaining battery capacity determining means. . 4. The permanent battery according to claim 1, wherein the remaining capacity determination unit estimates the remaining capacity of the battery based on a value obtained by averaging the correction amount at regular time intervals. Magnet generator control device. Electric load detecting means for detecting the electric load of the vehicle;
The basic control amount setting means sets the basic control amount based on the electric load detected by the electric load detection means in addition to the engine speed. The control apparatus of the permanent magnet type generator as described in a term. The generator
A rotor connected to the output shaft of the engine and having a permanent magnet;
A stator fixed to the housing on the outer peripheral side of the rotor and provided with a winding;
A magnetic flux control rod disposed between the stator and the rotor to move relative to the stator and control a magnetic flux flowing from the permanent magnet to the stator;
6. The control means according to claim 1, further comprising a saddle position setting means for setting a saddle position based on an electric load of the vehicle and the engine speed. Permanent magnet generator control device. As the windings, a plurality of windings having different numbers and / or winding directions are prepared,
7. The permanent control according to claim 6, wherein the control means includes winding setting means for selecting an optimum winding from the plurality of windings based on the electric load and the engine speed. Magnet generator control device.

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